ML20141N790

Part 21 Rept Re Inlet Rocker Arm Failure in Cooper Bessemer Corp Engines S/N 7177 & 7178.Broken Rocker Arms Constitute Secondary Failure.Primary Failure Was Seizure of Valve Train Crossheads in Up Position

ML20141N790
Person / Time
Site:	Byron
Issue date:	03/11/1986
From:	Stolba F COOPER BESSEMER CORP.
To:	NRC OFFICE OF INSPECTION & ENFORCEMENT (IE)
References
REF-PT21-86, REF-PT21-86-109-000 PT21-86-109, PT21-86-109-000, NUDOCS 8603180134
Download: ML20141N790 (12)

Text

.

COOPER-BESSEMER RECIPROCATING

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March 11, 1986 Office Of Inspection and Enforcement U.S. NUCLEAR REGULATORY COMMISSION Washington, D.C. 20555 ATTENTION:

Director of Inspection and Enforcement In accordance with the requi rements of the Nuclear Regul atory Commission, and in particular 10CFR21, we wi sh to inform you of a situation involving two of our engines used for driving standby power generators.

The engines in question are known as KSV-20's.

The twenty cylinders of this engine type have a bore of 13.5 inches and a stroke of 16.5 inches.

They are pure turbocharged and rated at 5000 KW at 600 RPM.

The engines bear the serial numbers 7177 and 7178 and are two of four installed in the Byron, Illinois plant of the Comonweal th Edison Company.

An inlet rocker arm failed (broke) last November with two more f ailures occurring in February 1986.

From a complete investigation we have concluded that the broken rocker arms were a secondary failure.

The prima ry failure was +he seizure of the valve train crossheads in the "up" position.

This in turn was the direct result of some radial misalignment of liners.

Concurrent with this communication to you we are sending copies of our Service News Bulletin No. 698 dated March 10, 1986 to all of our customers.

This bulletin identifies the problem and advises the solution to it.

In order for you to better understand the above situation we are enclosing a copy of each of the following documents:

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1.

Service News Bulletin Plo. C78 dated October 18, 1984 - KSV Engines, Cylinder Liner Installation.

2.

Service News Bulletin tio. 609 dated thrch 10, 1006

- KSV Engines, Power Head Assembly.

l 3.

Report - Ref. OCC-2?97, tiarch 3,19R6 - Rocker Arm l

Failures.

We trust the foregoing adequately covers the natter reported which technically we regard as closed.

Sincerely, but Cbn F. Bruce Stolba cc:

0.T. Blizzard-GC-w/att.

P.R. Danyluk-GC-w/att.

R. Doubrava-Houston-w/att.

W. Haass-NRC-w/att.

P.W. Hodge-New Orleans-w/att.

W.H.A. Lambert-GC-w/att.

T.W. Vearns-GC-w/att.

G.L. Miller-Mt.V-w/att.

G.A. Zieschang-Odessa-w/att.

Fi l e/ K-5f SO 0351 QCG-2306 CoopEn-8ESSEMER RECIPROCADNG

March 3,1986'

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COOPER-BESSEMER RECIPROCATING b

-Report TO:

Paul Danyluk Visit' to Comonwealth Edison Co.. (CECO)

Byron, Illinois, March 1,1986 KSV-20-T. Engines Rocker Arm Failures

' 1. 0 Introduction 1.1 The incidents recorded are with respect to two engines:

S/N 7177 CECO Ref. 2A Total hours March 1, 1986 - 302 3/N 7178 CECO Ref. 28

.1 '. 2 Valve rocker arm failures, have been recorded as follows:

November, 1985 Engine 7178 (28) 4 right inlet February 12, 1986 Engine 7177 (2A) 5 left inlet and exhaust February 17, 1986 Engine 7177 (2A) 7 left inlet and exhaust

'1.3 Following the most recent failure two New Orleans' service Representatives E. Daussat and R. Woody 'went to Byron to assist.

with sorting out the problem. Following a meeting in Grove City in which they participated with Engineering personnel, A. Lambert returned to Byron with the.

F 2.0 Failure of November 1985 -- S/N 7278/2B 4 Right 2.1 Engine was running loaded when a loud noise occurred and the engine was imediately shut down. The 4 right inlet rocker was found to have failed.

2.2 Service Representative Ed Kelly went to Byron and assisted with an investigation and the repairs.

2.3 It was determined that there was no misalignment of liner / head / valve train nor were either inlet or exhaust rollers stuck.

It was concluded that the method used to disassemble and replace a head assembly (in particular the rocker arm / hydraulic lifter clearance) was the direct cause of the failure.

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. COOPER-BESSEMER RECIPROCATING Report 3.0 Failure of February 12, 1986 -- S/N 7177/2A 5 Left 3.1 The engine was on a 24-hour surveillance run. At the 16 hour1.851852e-4 days <br />0.00444 hours <br />2.645503e-5 weeks <br />6.088e-6 months <br /> mark a crack in the 5 left head cover was observed and the engine was shut down. From a copy of the " Operational Log', attached as Appendix "A", it can be observed that there was a major change at 12:00 hours'in the exhaust temperature.

From this it is postulated that the rocker arm broke between 11:30 and 12:00 hours.

The engine therefere ran approximatley six hours after the failure. During this six hour period the fuel oil had.to go somewhere.

Subsequent analysis of the lube oil showed high dilution by fuel oil, ano so the lube oil was completely replaced.

3.2 Upon disassembly it was discovered that both the inlet and exhaust rocker arms were broken, valves and push rods were bent and significantly, the crossheads had seized in their guides.

3.3 In addition to replacing al'1 damaged parts, the piston was removed, carbon cleaned from the ring grooves and all rings replaced.

3.2 The new crosshead guide bushings were honed for increased clearance.

(From.002"/.0,04" to.004"/.006").

3.3 The engine was test-run on February 17.

4.0 Failure of February 17, 1986 -- S/N 7177 (2A 7 Left) 4.1 After running for three hours a " noise" was heard and the engine innediately shut down.

Both the inlet and exhaust rocker arms of no. 7 lef t had broken.

4.2 Upon disassembly it was determined that only the rocker arms had broken. However, again it was observed that both crossheads had seized in the "up" position.

4.3 The rocker arms were replaced and the crosshead bushings honed to the specified increased clearance, l

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COOPER-BESSEMER RECIPROCATING

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Report 4.4 The engine was re-run, and using the Enspec. 3000 Analyser an anomaly was observed in the 10 right location.

It was found that both inlet and exhaust crossheads were bound in their "up" position. The crossheads were removed and the bushings honed to the latest specified clearance.

4.5' On February 23, the engine was run and passed a 24-hour test.

5.0 Engine S/N 7178/2B 5.1 Using the Enspec 3000 a worn exhaust cam roller bushing was discovered in location 3 left.

It was replaced. The engine was run again on March 1, re-analyzed with the Enspec 3000 and no further anomalies found.

6.0 Engine S/N 7177/2A -- March 1, 1986 6.1 A meeting was held in Grove city on February 28 for a complete technical review of the rocker arm failure problem.

R. Woody and E. Daussat were present.

It was concluded from all available in-formation that the primary failure was the seizure of the crossheads in their bushings in the "up" or open position. The reason for the seizure appeared to stem from misalignment of liners radially.

Liner position dictates head position, and with misalignment, the crosshead bushing is crowded against a clearance hole in the cylinder block causing the bushing bore to be distorted. The result of the meeting is sunnarized in a letter telecopied to CECO, a copy of which is attached as Appendix "B".

6.2 On March 1,1986 a meeting at Byron was held with the following people present:

Ceco R. Pleniewicz -- Production Superintendent G. Schwartz -- Assistant Supt. Maintenance E. Cremmens -- Staff Assistant, Mechanical Maintenance W. Howey -- Foreman, Mechanical Maintenance (Part Time)

C-B E. Daussat -- Aftermarket Services, New Orleans R. Woody -- New Orleans A. Lambert -- Manager, Quality Control, Grove City L -

COOPER-BESSEMER RECIPROCATING Report 6.3 A cold check had previously determined that for cylinders 5 and 7 left and 10 right, the crosshead assemblies were crowded against the block--

all to the front of the engine (away from the generator).

It was agreed to proceed in accordance with the letter (see Appendix "B")

however, changes were made as noted and signed on the letter.

For example, it proved to be unnecessary to completely remove the push rods.

6.4 The engine was run for one hour, shut down and a recheck was made to see if the same three cylinders were still crowded against the ble:k and if the valve train had freedom of movement. For all three the inlet and exhaust valve crosshead bushings exhibited the same geometry as in the following sketch:

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025" Clearance (Exaggerated) '

6.5 Both crossheads for 5 and 7 left were found to be free to move as was the inlet for 10 right. However, the crosshead for No. 10 right exhaust was found to be stuck in the up position. When the cylinder head studs were released this crosshead dropped back into position.

6.6 No. 10 right head was rotated slightly so that a clearance of.003" was obtained between the bushing and block.

The engine was re-run for an hour at the end of which it was ascertained that the exhaust crosshead was free to move, and the.003" clearance had not changed.

6.7 C-B advised that the engine was in good condition and available for service.

6.8 Although the results of the most recent Mobil EM-PA oil analysis were not readily available for either engine, CECO advised that for both no anomalies were indicated and that copies would be sent to C-B.

C00PER-BE3SEMER RECIPROCATING Report

==

Conclusions:==

7.1 The breakage of rocker arms as witnessed at Byron have all been

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secondary failures.

The primary mode of failure was the seizing of crossheads in the "up" position.

The cause of this distress is the direct result of slight radial misalignment of liners.

8.0 Recommendations

8.1 The hot check as stated in the letter, Appendix "B", but modified to require only the complete releasing of the adjustment screw (valve lifter adjustment), is a valid check where there is interference recorded between the crosshead bushing and the block.

Otherwise, and at a time convenient to plant operation, cylinder alignment should be checked and corrected -- see Service News Bulletin No. 678 attached as Appendix "C".

8.2 With the liner / head assembly correctly made, the original clearance of.002" to.004" between the crosshead and its guide should be adequate.

There is plenty of field experience to support this statenent.

Therefore it is recommended that we do not increase this clearance nor condemn cny assemblies with the larger clearance.

8.3 Whenever there is reason to disassemble a crosshead, any high spots on the outside diameter adjacent to the pin bore, should be removed by " stoning".

9.0 Comment 9.1 Excellent cooperation was received from all CECO personnel at Byron.

This is typical of the interest and concerned approach to problems which have previously been experienced by Cooper Personnel visiting the plant.

J//n/ l W.H.A. [ambert cc:

0.T. Blizzard File /25-1 W.0. Ferguson 50 0351/P3 G.A. Midkiff G.L. Miller G.L. Miller for CECO, Byron OCG-2292 P.W. Hodge/R. Woody /E, Daussat March 3, 1986

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s APPENDIX B TELECOPY DATE:

February 28, 1986 TO:

Comonwealth Edisen 815-234-5441 x2270 ATIN:

G. K. Schwart:/ Rich Pleniewit:

FRCM:

G. L. Miller

SUBJECT:

Comenwealth Edison Byron Station KSV Rocker Arm Failure Based on field observations and an analysis of engine compenents, we believe the root cause of the failed rocker ar=s en the Byren 2A diesel generater is liner misalignment which in turn causes head misalignment. Sufficient head misalignment will cause abnormal side leading and befer=ation of the cam follower bushing. When the bushings are subjected to these conditions, the running clearances between the cam follower and the bushing are inadequate, and the cam follower will stick. With the folicwer stuck in an intermediate position, the cylinders valve train.is subjected to greater than nor=al leads due to combustion pressures and impact loads frcm the cam.

Increased loads en the valve train will ultimately lead to failure of the rocker ar=s.

In order to audit that adequate clearaned exists between cam follower and the bushing, a dimensional check =ust be madp by inserting a feeler to prove that clearance exists.

Access is by removing the cam covers.

For any cylinders not passing the clearance check, the following is to be dene: With the engine in the hot condition, shut down the unit and remove the pushrods and determine that the cam follcwer assemblies are free in the hot condition. At a time convenient, cylinders 5L, 7L, and 10R should be realigned.

If a lube oil analysis has not been performed since the last rocker arm failure, viscosity and TBN check should be made.

Check compression pressure of SL and 7L to be sure that a bent red has not occurred. Mcnitor further cperation with an ENSPEC 1000.

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OPERATING HINTS

• METH008

• MAINTENANCE

• IMPROVEMENTS Volune XXXXI Bulletin #678 Issue #5 October 18, 1984 KSV ENGINES Cylinder Liner Installation I

The orf ane=Hm of the eight (8) water connections in the top of the liner with the cylindar head water connection openinga is criHeal to a i

successful mala =Weg installation.

The lhwr pos4Hming tool, KSV-44-6A, as sham in Figure 1, must be used to establish the correct orf ane=*4m of the liner in the cylinder block.

Steps to follcw are as listed; numbers listed correspond to numbers shown in Figure 1:

1.

Attach liner lifter, XSV44-L., to the top of the liner, then lower liner part way into the block using the capscrew hole orientation to yys

% *a ywyia-1~~=*4m.

2.

Install pin, 6, in the head inlet valve push rod apan4ng, 9.

This m ine is en the centerline of the cylinder bore.

Tfohean pin l W ai nut, 10, to secure pin in cylinder block. Inbricate the pin.

3.

Two water connection holes are used to orient the fixture.

If these two liner water connections are not in liner, assemble onidas, 3, in the support, 2.

If liner water connections are in the Tinar, remove the 0-rings frcxn the connections and assemble the two guides, 7.

4. Attach a 1444ng device to the eyebolt, 5,

on the posiHmar, KSV-44-6A, and carefully insert the pin, 6, into the support, 2,

while lowering the positioner.

5.

Support the tool on bl~ Wng.

Attach the liking device to the 3

lifter, KSV-44-4A, and with the liner supported by the lifter, turn the liner until gnidae, 3 or 7, align with the tw water connections in the liner.

6.

Remove the bl~ Wng and lower positioner on pin, 6, until guides, 3 or 7, are engaged with the liner water connections.

7.

hn Step 6 is acccuplished, the liner and water connections are in correct position to engage the head.

COOPER ElERGY SUMCES sua Page One of Three

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s, Bulletin #678

'. o 8.

Remove the liw lifter, KSV-44-4A, only.

c 9.

Pbsition a heavy hair pin type clang or a drilled hardwood 4 X 4 piece across the top of the liner and over two head studs 180* apart.

10. Using head stud nuts and washers, *4Pm the nuts in small incre-munts, in side-to-side M =rv=, so as to pull the lin=r down evetly into the block.

11. Remove the posteinner and ccuplete the liner assembly per instruc-tion=====1 Liner pos4*4=4= tool, KSV-44-6A, may be NO M through your local

/*=rmarinet Services office.

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9. Push Rod Opedng

2. Support

6. Pin (caper)

10. Tyte4ng Nut

3. Guide (2)

7. Guide (2)

11. Cylinder Block

-4. Head Stud Holes

8. Wear Inlet Connection Fig. 1 Fosif-4 ming Liner in Block Using Tool (FSV-44-6A)

Page Ihree of Three o

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COOPER-BESSEMER / SERVICE NEWS OPERATING HINTS

• METH005

• MAINTENANCE

• IMPROVEMENTS Volume XXXXIII Bulletin #698 Issue #2 March 11, 1986 KSV ENGINES Ibwer Head Assembly A problem was recently reported which emphasized the importance of proper alignment of the power head and cylinder liner assemblies to the cylinder block assembly.

If these assemblies are not correctly aligned with each other, a malfunction of the inlet and exhaust rocker and push rod assemblies may occur.

The power head assembly contains the crosshead guides for the crosshead assemblies associated with the inlet and exhaust valve cam rollers.

These crosshead guides extend below the b=.ad's bottom surface and, with the head assembled on the unit, fit into cy.inder block mating holes. The cylinder liner position in the cylinder block not enly dictates the power head post-tion with respect to the cylinder liner but also with respect to the cylin-der block. Liner misalignment can result in interference between the power head crosshead guides and their cylinder block mating holes. If such occurs, the crosshead guide bore may become distorted resulting in seizure of the crossheads in the crosshead guides.

Figure 1 illustrates the previously mentioned interference problem. Such a problem may be detected by removal of the cylinder block covers over the cam trough openings, observing the underside of the roller assembly and checking with a feeler gage for clearance c letely around the block clearance hole and outside diameter of the cross guide.

If clearance does not exist at any portion of that opening, the liner will have to be realigned. To accomplish this, remove the power h=ad assembly and inspect the valve train components for signs of distrese..

Replace parts where necessary.

Disconnect the lower liner expansion seal and raise the liner high enough to remove all traces of the upper plastic gasket. Peplace this gasket, lower the liner and position it using the procedure detailed in Service News Bulletin 678 dated October 18, 1984.

Linde 5o Crosshead Guide

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